Devices, systems and methods for reinforcing a traffic control assembly

ABSTRACT

Reinforcement devices and systems for holding a traffic control assembly in compression are provided. The traffic control assembly includes a traffic signal disconnect hanger and/or a traffic signal and a first span wire positioned above the traffic control assembly. In some embodiments, the reinforcement device includes an upper support device connected to the first span wire where the upper support device has a length that is greater than a width of the traffic control assembly and the upper support device is configured to spread the load of the traffic signal assembly to the first span wire. The reinforcement device includes a lower support device operably connected to the traffic signal, a first vertical support member, and a second vertical support member where the first and second vertical members are tensioned when the upper support device, the lower support device and the first and second vertical support members are connected together.

RELATED APPLICATIONS

This application is a continuation of U.S. application Ser. No.14/062,649, filed Oct. 24, 2013, which is a continuation of U.S.application Ser. No. 13/888,894, filed May 7, 2013, now U.S. Pat. No.8,659,445, which is a continuation-in-part of U.S. application Ser. No.13/758,760, filed Feb. 4, 2013, which is a continuation-in-part of U.S.application Ser. No. 12/973,066, filed Dec. 20, 2010, now U.S. Pat. No.8,395,531, which is a continuation-in-part of U.S. application Ser. No.11/839,807, filed Aug. 16, 2007, now U.S. Pat. No. 7,876,236, whichclaims the benefit of the filing date under 35 U.S.C. §119(e) of thefollowing Provisional U.S. Patent Application Ser. Nos. 60/840,989,filed Aug. 30, 2006; 60/842,258, filed Sep. 5, 2006; 60/843,659, filedSep. 11, 2006; 60/860,082, filed Nov. 20, 2006; 60/880,612, filed Jan.16, 2007; 60/923,933, filed Apr. 17, 2007; 60/926,914, filed Apr. 30,2007; 60/927,620, filed May 4, 2007; 61/690,861, filed Jul. 6, 2012 and61/815,355 filed Apr. 24, 2013, all of which are hereby incorporated byreference in their entirety.

BACKGROUND

1. Technical Field

The present invention relates generally to traffic control assemblies.In particular, the present invention relates to devices, systems, andmethods for reinforcing traffic control assemblies.

2. Background Information

Traffic control devices, such as traffic signals or signs, are oftenlocated above, by, or near sidewalks or roadways to assist pedestriansand drivers to safely and orderly pass through intersections. Sometimessuch traffic control devices are unable to withstand heavy windconditions. Therefore, it is not uncommon for traffic control devices tobecome detached from their support structures, or to become twisted ordisoriented from their proper positions when exposed to adverse weatherconditions such as the heavy winds that accompany high wind storm eventsor hurricanes. As a result, the pedestrians and drivers that the trafficcontrol devices are designed to assist may be left without a safe andorderly way to pass through intersections, leaving the sidewalks androadways in disarray, and substantially increasing the likelihood oftraffic accidents and delays in emergency personnel response times.Moreover, traffic control devices that become detached from theirsupport structures may pose a danger to nearby property and individuals,who may be struck by a falling traffic control device. Further, it cantake many months to repair or replace all of the detached or damagedtraffic control devices, at great effort and expense.

Although damage and detachment of traffic control devices may be avoidedby removal of the devices prior to anticipated high wind conditions, theremoval and subsequent reinstallation of these devices requiressubstantial effort and expense. In addition, the roadways and sidewalkscan be hazardous until the removed devices are reinstalled.

Accordingly, there is a need for improved devices, systems, and methodsfor reinforcing traffic control assemblies so that such traffic controlassemblies need not be removed from their associated support structuresprior to high wind storm events or hurricanes. There is also a need forimproved traffic control devices and systems that are able to withstandheavy wind conditions and avoid detachment, twisting, disorientation, orsystem failures, as well as the concomitant effects. In addition, thereis a need for devices, systems, and methods for reliably and efficientlyretrofitting existing traffic control devices so that existing trafficcontrol devices can be reinforced or otherwise configured to withstandheavy wind conditions and prevent or resist detachment, twisting,disorientation, and system failures, without requiring expensive andlabor-intensive installation of new traffic control devices orre-installation of existing traffic control devices that have beenremoved before, or that have become detached during, a high wind stormevent or hurricane.

BRIEF SUMMARY

In some embodiments of the present invention, a system for retrofittinga traffic control assembly is provided. The system may include aclamping assembly for use with an existing traffic control assembly,where the traffic control assembly includes a traffic signal and atraffic signal disconnect hanger suspended beneath a span wire andconnected to the traffic signal. The clamping assembly may include aclamping member and a bar member positioned substantially perpendicularto the clamping member and connected to the clamping member, where theclamping member at least partially surrounds the existing traffic signaldisconnect hanger, and the clamping assembly is configured to reinforcethe traffic signal disconnect hanger and connect the traffic signal tothe span wire. In certain embodiments, the clamping assembly containstwo clamping members and two bar members, where one clamping member ispositioned near each end of the existing traffic signal disconnecthanger, and the two bar members are positioned substantiallyperpendicular to the clamping members and adjacent opposite sides of anexisting signal head hanger assembly and/or span wire clamp assembly. Insome embodiments, stiffening members may be placed in, on, or adjacentto the traffic signal and/or the traffic signal disconnect hanger tofurther reinforce the traffic signal assembly. Additional reinforcingdevices, such as a connecting assembly incorporating a pivot pointbetween a lower span wire and an upper span wire, may also be included.

In other embodiments of the present invention, a reinforcement devicefor retrofitting a traffic control assembly is provided, where thereinforcement device may include: a traffic signal containing astiffening member; a traffic signal disconnect hanger containing astiffening member, and a fastener connecting the two stiffening memberstogether. The stiffening members may be made of any suitable material,such as cast aluminum or drop forged metal. The fastener may be anysuitable fastening mechanism, such as an elongated bolt configured topass through apertures in the stiffening members and may be secured witha lock washer and nut, for example.

In still other embodiments of the present invention, a connectionassembly is provided for reducing the effect of high wind forces on atraffic control assembly. For example, a connection assembly may includea lower connection device attached to an upper connection device bymeans of a pivot pin, a hinged strap, or a flexible strap. The lowerconnection device may include, for example, a first portion connected toa lower span wire and supported by one or more supporting members, andan integral second portion positioned substantially perpendicularly tothe first portion and configured to receive a pivot pin. In certainembodiments, the pivot pin, hinged strap, or flexible strap ispositioned between a lower span wire and an upper span wire, therebypermitting structural movement in an area of the traffic controlassembly that is prone to flexing, flexural failures, and damage duringhigh wind events.

In yet other embodiments of the present invention, a method ofreinforcing an existing traffic control assembly is provided, where anexisting traffic signal assembly includes a traffic signal disconnecthanger suspended from a lower span wire, and a traffic signal connectedto the traffic signal disconnect hanger. The method may includeretrofitting an existing traffic signal assembly by securing the trafficsignal disconnect hanger to the lower span wire with a clampingassembly, securing the traffic signal disconnect hanger to the trafficsignal with a stiffening assembly, and/or installing a connecting devicebetween the traffic signal disconnect hanger and an upper span wirelocated above the first span wire to facilitate flexing at points ofpotential failure. In some embodiments, the traffic signal is secured tothe traffic signal disconnect hanger by attaching one stiffening plateto the traffic signal and another stiffening plate to the traffic signaldisconnect hanger, and connecting the first stiffening plate to thesecond stiffening plate with a connecting member, such as an elongatedbolt, lock washer, and nut. The two stiffening plates may be connectedby placing an elongated bolt through a first aperture in the firststiffening plate, through a second aperture in the traffic signal head,a third aperture in the disconnect hangerhub, and through a fourthaperture in the second stiffening plate. In other embodiments, thetraffic control assembly also includes an upper connection deviceconnected to a lower connection device with a pivot pin positionedbetween the lower span wire and the upper span wire. In certainembodiments, the lower connection device includes a first portionconnected to the lower span wire and a second portion positionedsubstantially perpendicular to the first portion and configured toreceive a pivot pin.

In still other embodiments, reinforcement devices for traffic controlassemblies are provided. The reinforcement device may include aconnecting device operably connected to and positioned above the trafficsignal disconnect hanger and below the span wire. The connecting devicemay include an upper connection device operably connectable to the spanwire, a lower connection device operably connected to the upperconnection device and to the traffic signal disconnect hanger, and alinking device connecting the upper connection device to the lowerconnection device. The linking device permits movement the upperconnection device relative to the lower connection device. Thereinforcement device may also include a stiffening assembly operablyconnected to the traffic signal disconnect hanger and to a trafficsignal.

In some embodiments, a reinforcement device for a traffic controlassembly is provided. The traffic control assembly include a trafficsignal disconnect hanger, a traffic signal, an upper span wire and aspan wire claim assembly connected to the upper span wire. The upperspan wire is positioned above and supports the traffic controldisconnect assembly hanger and the traffic signal. The reinforcementdevice includes a connecting device operably connected to and positionedabove the traffic signal disconnect hanger and the traffic signal andbelow the upper span wire. The connecting device includes an upperconnection device operably connectable to the span wire, a lowerconnection device operably connected to the upper connection device andto the traffic disconnect assembly hanger, and a linking deviceconnecting the upper connection device to the lower connection device.The linking device is a spring device where the spring device permitsmovement of the upper connection device relative to the lower connectiondevice and the spring device is configured to distribute loading on thetraffic signal assembly.

In yet other embodiments, a method for reinforcing a traffic controlassembly is provided. The traffic control assembly includes a trafficsignal disconnect hanger, a traffic signal and an upper span wirepositioned above and supporting the traffic signal disconnect hanger andthe traffic signal. The method includes providing a reinforcement devicefor the traffic control assembly where the reinforcement device includesa connecting device operably connected to and positioned above thetraffic signal disconnect hanger and the traffic signal and below theupper span wire. The connecting device includes an upper connectiondevice operably connectable to the span wire, a lower connection deviceoperably connected to the upper connection device and to the trafficdisconnect assembly hanger, and a linking device connecting the upperconnection device to the lower connection device. The linking device isa spring device where the spring device permits movement of the upperconnection device relative to the lower connection device and the springdevice is configured to distribute loading on the traffic signalassembly. The method further includes positioning the connecting deviceabove the traffic signal disconnect hanger and below the upper span wireand operably connecting the lower connection device to the trafficsignal disconnect and upper connection device to the upper span wire.

In other embodiments, a reinforcement device for holding a trafficcontrol assembly in compression is provided. The traffic controlassembly includes a traffic signal disconnect hanger and/or a trafficsignal and a first span wire positioned above the traffic controlassembly. In some embodiments, the reinforcement device includes anupper support device connected to the first span wire where the uppersupport device has a length that is greater than a width of the trafficcontrol assembly and the upper support device is configured to spreadthe load of the traffic signal assembly to the first span wire. Thereinforcement device includes a lower support device operably connectedto the traffic signal, a first vertical support member, and a secondvertical support member where the first and second vertical members aretensioned when the upper support device, the lower support device andthe first and second vertical support members are connected together.

In yet other embodiments, a reinforcement device for holding a trafficcontrol assembly in compression is provided. The traffic controlassembly includes a traffic signal disconnect hanger and/or a trafficsignal, the traffic signal having a front side including signal lightsand a back side opposite the front side, a first span wire positionedabove the traffic control assembly and a hanger connected to the firstspan wire and the traffic control assembly. The reinforcement deviceincludes an upper bracket connected to the hanger and a lower supportdevice operably connected to the traffic signal. The reinforcementdevice further includes a vertical support member operably connected tothe upper bracket and the lower support device, the vertical supportmember extending along at least a portion of the back side of thetraffic signal. The vertical support member is tensioned when the upperbracket, the lower support device and the vertical support member areconnected together.

In some embodiments, a reinforcement device for holding a trafficcontrol assembly in compression is provided. The traffic controlassembly includes a traffic signal disconnect hanger and/or a trafficsignal and a first span wire positioned above the traffic controlassembly. The reinforcement device includes an upper support devicehaving a length that is greater than a width of the traffic controlassembly and the upper support device is operably connected to thetraffic control assembly. The reinforcement device further includes alower support device operably connected to the traffic signal, a firstvertical support member and a second vertical support member, each ofthe first and second vertical support members having a first end portionoperably connected to the upper support device and a second end portionoperably connected to the lower support device. The first and secondvertical members are tensioned when the upper support device, the lowersupport device and the first and second vertical support members areconnected together.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a prior art traffic control assembly;

FIG. 2 is a perspective view of one embodiment of a retrofitted trafficcontrol assembly of the present invention;

FIG. 3 is a partial front view of a retrofitted traffic control assemblyaccording to one embodiment of the present invention;

FIG. 4 is a top view of the embodiment shown in FIG. 3;

FIG. 4A is a top view of an embodiment of the present invention havinglinear bar members;

FIG. 5 is an end view of the embodiment shown in FIGS. 3 and 4;

FIG. 5A is an end view of the embodiment shown in FIG. 4A;

FIG. 6 is a perspective view of another embodiment of a retrofittedtraffic control assembly of the present invention;

FIG. 7 is a front view of another embodiment of a retrofitted trafficcontrol assembly of the present invention;

FIG. 8 is a perspective view of still another embodiment of aretrofitted traffic control assembly of the present invention;

FIG. 9 is a front view of still another embodiment of a retrofittedtraffic control assembly of the present invention;

FIG. 10 is a front view of yet another embodiment of a retrofittedtraffic control assembly of the present invention;

FIG. 11 is a top view of the embodiment shown in FIG. 7;

FIG. 12 is a side view of a connecting member configuration used in oneembodiment of the present invention:

FIG. 13 is a side view of a connecting member configuration used inanother embodiment of the present invention;

FIG. 14 is one embodiment of a retrofitted traffic signal and trafficsignal disconnect hanger containing a stiffening assembly;

FIG. 15 is a top view of one embodiment of an upper stiffening plate ofthe present invention, as taken along line 15-15 of FIG. 14;

FIG. 16 is a bottom view of one embodiment of a lower stiffening plateof the present invention, as taken along line 16-16 of FIG. 14;

FIG. 17 is a perspective view of one embodiment of a connecting assemblyof the present invention containing a pivot pin and a single studconnecting mechanism;

FIG. 18 is a perspective view of another embodiment of a connectingassembly of the present invention containing a pivot pin and a tri-studconnecting mechanism;

FIG. 19 is a perspective view of one embodiment of a connecting assemblyof the present invention containing a hinge;

FIG. 20 is a perspective view of one embodiment of a connecting assemblyof the present invention containing a flexible strap;

FIG. 21 is a side view of one embodiment of a retrofitted trafficcontrol assembly of the present invention;

FIG. 22 is a front view of the embodiment shown in FIG. 21;

FIG. 23 is a front view of one embodiment of a retrofitted trafficcontrol assembly of the present invention;

FIG. 24 is a side view of one embodiment of a connecting assembly of theretrofitted traffic control assembly shown in FIG. 21;

FIG. 25 is a front view of the embodiment shown in FIG. 24

FIG. 26 is a front view of one embodiment of a connecting assembly ofthe retrofitted traffic control assembly shown in FIG. 23;

FIG. 27 is a front view of one embodiment of a connecting assembly ofthe present invention including a dual pivot block;

FIG. 28 is a perspective view of an embodiment of dual pivot block ofthe present invention;

FIG. 29 is a front view of one embodiment of a connecting assembly ofthe present invention;

FIG. 30 is a front view of one embodiment of a connecting assembly of aretrofitted traffic control assembly;

FIG. 31 is a front view of one embodiment of a retrofitted trafficcontrol assembly of the present invention;

FIG. 32 is a front view of an embodiment of a traffic control assemblyof the present invention;

FIG. 33 is a front view of an embodiment of a traffic control assemblyof the present invention using a cable hanger;

FIG. 34 is a front view of an embodiment of a traffic assembly of thepresent invention using a pipe hanger;

FIG. 35 is a front view of an embodiment of a reinforcement deviceretrofit onto a traffic signal control assembly;

FIG. 36 is an exploded view of the reinforcement device shown in FIG.35;

FIG. 37 is a front view of an embodiment of a connecting assembly;

FIG. 38 is a back view of the connecting assembly shown in FIG. 37;

FIG. 39 is an exploded view of an embodiment of a connecting assembly;

FIG. 40 is a front view of an embodiment of a reinforcement device and abackplate assembly retrofit onto a traffic signal control assembly;

FIG. 41 is a sectional view through A-A of FIG. 40;

FIG. 42 is a sectional view of an embodiment of a mold to form andembodiment of a backplate;

FIG. 43 is a front view of an embodiment of a reinforcement deviceretrofit onto a traffic signal control assembly;

FIG. 44 is a perspective of an embodiment of an upper support device;

FIG. 45 is an exploded view of an embodiment of a reinforcement device;and

FIG. 46 is a perspective view of an embodiment temporary suspensiondevice.

DETAILED DESCRIPTION OF THE PRESENTLY PREFERRED EMBODIMENTS

Referring now to FIG. 1, a conventional traffic control assembly isshown. As used herein, the phrase “traffic control assembly” refers toany signal, sign, or other device used for affecting vehicular and/orpedestrian traffic, and its related components. As shown in FIG. 1,typical traffic signal assemblies include a traffic signal 20, aplurality of visors 26 positioned on the traffic signal 20, a disconnecthanger 30 positioned above the traffic signal 20, a signal interconnectcable 32 attached to the disconnect hanger 30, a messenger cable/spanwire 22 that passes through a signal head hanger and span wire clamp 28,and a tether 24 that leads to a span wire above (not shown). Such anassembly frequently does not withstand high wind forces, resulting intwisting, disorientation, and even detachment of the traffic signal fromits supporting structures.

One embodiment of the present invention, as illustrated in FIG. 2, is aretrofitted traffic control assembly in which a clamping assembly 34 isused to secure a traffic signal disconnect hanger 30 to the messengercable/span wire 22 from which the hanger 30 is suspended, therebyreducing or eliminating points of potential failure and allowing thetraffic control assembly to withstand high wind forces. In thisembodiment, an existing traffic control assembly, including an existingtraffic control device 20, an existing traffic signal disconnect hanger30, and an existing signal head hanger and span wire clamp 28, is mademore stable by using a clamping assembly 34 having two clamping members44, a front bar member 42, and a rear bar member 40. In this embodiment,the front bar member 42, and rear bar member 40 of the clamping assembly34 use cambered channels to create positive pressure and facilitatebearing the weight of the traffic control device 20. The clampingassembly 34 of this embodiment of the present invention is illustratedin more detail in FIGS. 3, 4, and 5.

Referring now to FIGS. 3 and 4, one embodiment of a retrofitted trafficsignal disconnect hanger 30 and signal head hanger/span wire clampassembly 28 is shown. In this embodiment, one clamping member 44 ispositioned around each end of the disconnect hanger 30. As shown inFIGS. 3 and 4, a front bar member 42 may be positioned substantiallyparallel to the span wire 22, substantially perpendicular to theclamping members 44, and adjacent to one side of the signal headhanger/span wire clamp 28; and a rear bar member 40 may be positionedparallel to the span wire 22, substantially perpendicular to theclamping members 44, and adjacent to the opposite side of signal headhanger/span wire clamp 28. In some embodiments, the clamping members 44include a plurality of elongated apertures for post-clamp tensioning.

In the embodiment shown in FIGS. 3 and 4, the clamping assembly 34 isconstructed by connecting the front bar member 42 and the rear barmember 40 to the upper portion of each clamping member 44 that surroundsthe traffic signal disconnect hanger 30. This connection may beestablished in any suitable manner. For example, as shown in FIGS. 3 and4, the bar members 40, 42 may be connected to the clamping members 44 bya fastening assembly such as a bolt/nut/washer assembly 50, 52, 54,which facilitates alignment of the front bar member 42 with the rear barmember 40. Alternatively, the connection may be established using any ofthe following, either individually or in any combination: screws,clamps, pins, rivets, retaining rings, studs, buckles, adhesives,anchors, welds, or any other fastening mechanism capable of maintaininga secure connection. A plurality of fastening assemblies, as shown inFIGS. 3 and 4, a single central fastening assembly, or any othersuitable fastening configuration may be used. In some embodiments, oneor more secondary fastening mechanisms 46 also may be used to assure asecure connection. In other embodiments, the bar members are integralwith the clamping members.

The components of the clamping assembly of the present invention may beof any suitable size and shape for use with a traffic control device andits associated mounting components and support structures. In someembodiments, flexible steel straps are used as clamping members 44, andeach bar member 40, 42 includes an arcuate portion with a linear portionat each end of the bar, where the arcuate portion is configured toprovide clearance for, and be positioned adjacent to, the signal headhanger/span wire clamp 28, as shown in FIG. 4. Alternatively, the barmembers may be straight bars, as shown in FIG. 4A. In this embodiment,the hanger 56 is positioned between the span wire 22 and the rear barmember 40, as shown in FIGS. 4A and 5A, and clears the bar member 40without the need for an arcuate portion in the bar member. The clampingmembers 44 and bar members 40, 42 may be of any suitable length, width,and thickness adequate to support the weight of the traffic controldevice and its associated components.

As shown in the embodiment of the present invention illustrated in FIG.5, a liner 36 may be used in conjunction with the clamping members 44.Use of such a liner 36 may facilitate the gripping of the clampingmembers 44 to the signal disconnect hanger 30 and obtainment of a securefit. The liner 36 may be made of any suitable material. In certainembodiments, the liner 36 is made of formable material, such as foam.

In some embodiments of the present invention, the clamping assembly 34includes one or more sleeves 38. Such sleeves 38 may be used, forexample, to increase the diameter of an underlying messenger cableand/or span wire 22 and to facilitate the attachment of othercomponents. In the embodiments shown in FIGS. 2, 3, 4, and 5, a sleeve38 is positioned at least partially around the messenger cable and/orspan wire 22 and beneath the clamping members 44 positioned on each sideof the traffic signal head hanger/span wire clamp 28. The sleeves 38 maybe made of any material suitable for at least partially enfolding theunderlying span wire and reducing damage caused by friction, the swayingof the traffic control device, or bearing the weight of the trafficcontrol device, for example. In certain embodiments, the sleeve 38 ismade of a malleable material having a hard surface, a foam, a propylene,a polyvinyl chloride, or any other suitable material or combination ofmaterials.

The clamping assembly of the present invention, or any of the componentsthereof, may be made of any suitable material(s). All of the componentsof the assembly may be made from the same material, or any component maybe made from a material that is different from the material(s) of theother components. Materials such as steel, copper, aluminum, zinc,titanium, metal alloys, composites, polymers, or any other suitablematerial or combination of materials may be used. In some embodiments,corrosion-resistant metals, such as stainless steel, bronze, or brass,are used. The material(s) used in the present invention may be treated,coated, or plated to enhance the corrosion resistance, appearance, orother properties of the material. Materials such as composite strapping,polyester yarns, polyester woven lashings, nylon plastics,fiber-reinforced cords, and ties such as “zip-ties” or “smart ties”manufactured from polyamides (nylon 6.6, nylon 11, nylon 11glass-filled), acetyl, stainless steel coated with nylon, or any otherengineered thermoplastics may be used.

In some embodiments of the present invention, a traffic control assemblyis retrofitted by enclosing an existing traffic signal assembly, orportions thereof, with an encasement, and by reinforcing the connectionbetween the enclosure and the span wire. Exemplary embodiments are shownin FIGS. 6 through 10. In these embodiments, an enclosure 224 ispositioned around at least a portion of an existing traffic signal 212and/or traffic signal disconnect hanger 229. In the embodiment of FIGS.6 and 7, the enclosure encompasses the entire traffic signal 212, thetraffic signal visors 216, and the traffic signal disconnect hanger 229.In the embodiment of FIG. 8, the enclosure 224 encompasses the trafficsignal 212 and the traffic signal disconnect hanger 229. In theembodiment of FIG. 9, the enclosure 224 encompasses the traffic signaldisconnect hanger 229 and only a portion of the traffic signal 212. Inthe embodiment of FIG. 10, the enclosure 224 encompasses only thetraffic signal disconnect hanger 229. Variations of these embodiments,as well as any other suitable configuration, also may be used.

The enclosure 224 may have any suitable shape and size. For example, theshape of the enclosure 224 may be generally cylindrical, rectangular,square, oval, polygonal, or any other suitable shape. The enclosure 224may be symmetrical or asymmetrical, and may be configured to conform totraffic control assemblies of any shape and size.

The enclosure 224 may be an integral unit or a construction made ofmultiple elements. For example, the enclosure 224 may be made of a frontportion 226 and a rear portion 228, connected by one or more fasteningdevices 254, such as hinges, bolts, screws, rivets, clamps, latches,pins, buckles, adhesives, welds, or any other suitable fastener, tomaintain the front portion 226 and the rear portion 228 of the enclosure224 in a closed position. In some embodiments, the connection betweenthe front portion 226 and the rear portion 228 of the enclosure 224comprises a mortise and tenon assembly that creates a stiffening memberand facilitates self-alignment of the two portions. The installation ofan enclosure over an existing traffic control device may be facilitatedby the use of a pivotal connection between two halves of the enclosure(on the side, top, and/or bottom of the enclosure) so that one portionmay be secured, and then the second portion may be pivoted into positionto mate with the first portion. One or more supplemental fasteningdevices also may be used to maintain a secure connection.

In the embodiments of FIGS. 6 and 7, the enclosure 224 includes anattachment cap having a front portion 246 and a rear portion 244connected by one or more fastening mechanisms 252. The attachment capmay have any suitable construction, including a unitary construction ora construction containing multiple components, where the components areconfigured to mate with each other. The attachment cap may have acentral aperture 243, as shown in FIG. 11, to facilitate access to thetraffic signal head hanger 220. In some embodiments, the fasteningmechanism 252 includes a plurality of rivets spaced about the peripheryof the front portion 246 and the rear portion 244 of the attachment cap.

The enclosure 224 may be configured to allow for the passage of trafficsignal interconnect cables 222 or other traffic control components asnecessary. The enclosure 224 also may include an aperture 264 to permitdrainage from the enclosure 224. The aperture 264 may be positioned atany suitable location. For example, in the embodiment of FIG. 6, theaperture 264 is positioned near the bottom of the enclosure 224.

In certain embodiments of the present invention, a mechanism may be usedto strengthen the connection between an enclosure or other suspendedtraffic control assembly, and a support structure such as a span wire.In some embodiments, the connection assembly 232 includes a plurality ofconnecting members 239 configured to be used in conjunction with a rod234 and span wire 214, as shown in FIGS. 12 and 13, for example. Theconnecting members 239 and rod 234 may be separate components or anintegral unit (e.g., by cast or weld). The connection assembly 232 maybe used to maintain the alignment of the front portion 246 and the rearportion 244 of the attachment cap, as shown in FIG. 11. The connectingmembers 239 may be attached to one or more attachment plates 237, asshown in FIGS. 12 and 13, by cast, weld, bolts, screws, buckles,latches, clamps, pins, rivets, adhesives, or any other suitablefastening mechanism. The attachment plates 237 may be attached to theenclosure 224 by any suitable fastening mechanism 252, including but notlimited to those described above. A sleeve 236 may be positioned aroundthe span wire 214, and the connecting members 239 may be wrapped aroundthe span wire 214 and sleeve 236, and around the rod 234, as shown inFIG. 12 or 13, or in any other manner sufficient to establish a secureconnection. The sleeve 236 may be used to increase the circumference ofan underlying span wire 214, thereby facilitating the attachment ofother components to the span wire 214. The sleeve 236 may be made of anymaterial suitable for at least partially enfolding the underlying spanwire 214 and resisting or preventing damage thereto that may otherwisebe caused by various external forces.

In certain embodiments, the enclosure 224 is positioned beneath a lowerspan wire 214 and a traffic signal head hanger 220 through which thelower span wire 214 and a tether 218 to an upper span wire pass. Anysuitable material, such as a high strength, impact resistant metal(e.g., stainless steel), polycarbonate, or thermoplastic, may be usedfor the enclosure 224 and other components of the traffic controlassembly. The material may be treated with an ultraviolet resistingchemical, if desired. The enclosure 224 may comprise a clearthermoplastic material 256 so that the traffic lights may be visiblethrough the enclosure. In some embodiments, only the portions of theenclosure near the traffic lights are made of a clear material, and theremaining portions comprise another color and/or material.

A protective liner may be positioned adjacent the enclosure 224. In someembodiments, placed within the enclosure 224 is a protective liner orother structure made of an impact-absorbing composite material, such asa thermoplastic honeycomb material (e.g., a lightweight alveolistructure embedded in a foam material), or any other material suitablefor transferring horizontal and transverse loads away from the trafficcontrol device and toward the rear portion of the enclosure. In certainembodiments, one or more metal cross members 250 are embedded within theimpact-absorbing material, as shown in FIG. 8. In some embodiments, theinstallation of materials or structure within the enclosure isfacilitated by the use of various openings or clearance spaces withinthe material or structure.

According to some embodiments of the present invention, the windresistance of a traffic control assembly is increased by retrofitting anexisting traffic control assembly with a reinforcement device. Forexample, stiffening plates may be used to strengthen the connectionbetween a traffic signal and a traffic signal disconnect hanger of atraffic control assembly. One embodiment of such a stiffening memberreinforcement device is shown in FIG. 14. In this embodiment, thereinforcement device includes an upper stiffening member 130 and a lowerstiffening member 132. The stiffening members 130, 132 may be made ofany material suitable for reducing the stresses between a traffic signaland a traffic signal disconnect hanger, such as cast aluminum or dropforged metal. The upper stiffening member 130 may be attached to, orincorporated into, an existing traffic signal disconnect hanger 122. Forexample, the upper stiffening member 130 may be positioned within atraffic signal disconnect hanger 122, beneath the electrical connectionlugs 112, and may be adapted to be connected using existing bolt holesprovided to attach existing hold down bars. Similarly, the lowerstiffening member 132 may be attached to, or incorporated into, anexisting traffic signal 120, as shown in FIG. 14. Alternatively, thestiffening members 130, 132 may be positioned in any other locationwithin a traffic control assembly to reduce the stresses between variousportions of the assembly that may otherwise weaken, attenuate, or breakupon exposure to forces such as heavy wind conditions. Other components,such as reinforcement plates or spacers, for example, may also beincorporated into the reinforcement device of the present invention.

In some embodiments of the present invention, the stiffening members130, 132 are connected by a fastening assembly that includes anelongated bolt 136, nut 142, and washer 140, such as a lock washer.However, any suitable fastening mechanism or assembly may be used. Inthe embodiment of FIG. 14, an elongated bolt 136 connects an upperstiffening plate 130 associated with a traffic signal disconnect hanger122 to a lower stiffening plate 132 associated with a traffic signalhead 120 by extending through an aperture in the upper stiffening plate130, through a hub 126 associated with the disconnect hanger 122, andthrough an aperture in the lower stiffening plate 132. In thisembodiment, a nut 142 and washer 140 are used to compress the assemblyand obtain a moisture-resistant connection that maintains apredetermined degree of tension over time and withstands high windforces.

FIG. 15 shows a top view of the upper stiffening plate of the embodimentof FIG. 14, as taken along line 15-15. In this embodiment, the upperstiffening plate 130 is positioned within a traffic signal disconnecthanger 122. However, in other embodiments, the upper stiffening plate130 may be positioned on, in, or adjacent to any other component orcomponents of a traffic control assembly. In the embodiment of FIG. 15,the upper stiffening plate 130 has a generally rectangular shape, butthe stiffening members used in the present invention may be of anysuitable size and shape. For example, the stiffening members may beplates having a shape that is generally rectangular, round, oval,square, polygonal, curvilinear, hemispherical, or any other shapeconducive to attachment to, or incorporation into, a component of atraffic control assembly. The stiffening members may be symmetrical orasymmetrical. In some embodiments, such as the embodiment of FIG. 15,the upper stiffening plate 130 may contain an aperture 134 to allowclearance for a wiring harness 124 or any other component of a trafficcontrol assembly.

FIG. 16 shows a bottom view of the lower stiffening plate of theembodiment of FIG. 14, as taken along line 16-16. In this embodiment,the lower stiffening plate 132 is positioned within a traffic signal120. However, in other embodiments, the lower stiffening plate 132 maybe positioned on, in, or adjacent to any other component or componentsof a traffic control assembly. In the embodiment of FIG. 16, the lowerstiffening plate 132 has a generally triangular shape, but any suitableshape may be used. In some embodiments, such as the embodiment of FIG.16, an aperture 128 is provided in the hub 126 to allow clearance for awiring harness 124, or clearance for any other component of a trafficcontrol assembly.

According to some embodiments of the present invention, the windresistance of a traffic control assembly is increased by reinforcing orotherwise modifying the components of the traffic control assemblylocated between an upper span wire and a traffic signal head hanger ordisconnect device. For example, the traffic control assembly may bemodified by including a pivot point within the portion of the trafficcontrol assembly located between the upper span wire and the lower spanwire to reduce the flexural stresses that affect that portion duringhigh wind storm events. One such embodiment is shown in FIG. 17. In thisembodiment, the portion of the traffic control assembly located abovethe lower span wire 328 and below the upper span wire (not shown)includes a pivot pin 323 having an axis parallel to the axis of the spanwire 328. The pivot pin 323 connects an upper connection device 322 to alower connection device 320. The pivot pin 323 may be inserted into anaperture 332 and bushing 358, and may be held in place by a cotter pin324 configured for insertion into an aperture in the pivot pin 323.

In the embodiment of FIG. 17, the upper connection device 322 includes aclevis portion 360 and an extension portion 356. The extension portionmay contain a plurality of extension apertures 348 and “V”-shaped matinggrooves 354 configured to mate with the “V”-shaped mating extrusions 355of an existing hanger device 359 having a plurality of attachmentapertures 352. In the embodiment of FIG. 17, the outer pointed portionsof the “V”-shaped mating grooves 354 of the upper connection device 322nest within the inner portions of the “V”-shaped mating extrusions ofthe hanger device 359. In other embodiments, such as the embodimentshown in FIG. 18, the inner portions of the “V”-shaped mating grooves354 of the upper connection device 322 nest with the outer pointedportions of the “V”-shaped mating extrusions of the hanger device 359.Any suitable fastening mechanism, such as a combination of bolts 335,nuts 312, and lock washers, for example, may be used to secure thehanger device 359 to the extension portion 356 of the upper connectiondevice 322 and to adjust the hanger device 359 in a desired positionrelative to the extension portion 356 of the upper connection device322.

In the embodiment of FIG. 17, the lower connection device 320 includes alower portion 366 and an upper portion 368, where the lower portion 366is positioned substantially perpendicular to the upper portion 368. Inthis embodiment, the lower connection device 320 may include an integralfillet 334 and one or more support members 336 positioned adjacent thelower portion 366. The support members and fillet may be of any suitableshape and may be positioned in any location sufficient to serve theirintended functions. This embodiment also includes a hub plate 338, whichmay be of any suitable shape and may be configured to receive anintegral serrated boss 340, for the rotational alignment of an existingdisconnect hanger to the lower connection device 320. A single stud 370may be positioned beneath the hub plate 338 and may be configured to beinserted into an aperture 352 within an underlying support plate 372, asshown in FIG. 17, and may be used as a means of attachment to anexisting traffic signal disconnect hanger. Alternatively, a tri-studbolt connection 342, as shown in FIGS. 18 through 20, may be used. Thesingle stud 370 or tri-stud 342 connections, and the support plate 372,may be secured to a support structure, such as a disconnect hanger, withany suitable fastening mechanism, such as an appropriate combination ofnuts, bolts, and/or washers 333. The support plate 372 may be used tofacilitate spreading the load placed on a traffic control assembly, inplace of, or in addition to other devices, such as load spreadingwashers. The lower connection device 320 may be secured to a span wire328 through a groove 350 located in one or more tether blocks 330, asshown in FIGS. 17 and 18.

In some embodiments of the present invention, the upper connectiondevice 322 is connected to the lower connection device 320 in a mannerthat permits a traffic signal to deflect from its resting longitudinalaxis by about 5 to about 25 degrees during 35 mile per hour winds; inother embodiments, by about 10 to about 20 degrees during 35 mile perhour winds; and in still other embodiments, by about 16 degrees during35 mile per hour winds. In certain embodiments, the upper connectiondevice 322 is connected to the lower connection device 320 in a mannerthat permits a traffic signal to deflect from its resting longitudinalaxis by about 50 to about 100 degrees during 140 mile per hour winds: inother embodiments, by about 60 to about 90 degrees during 140 mile perhour winds; and in still other embodiments, by about 74 degrees during140 mile per hour winds.

In one embodiment of the present invention, the portion of a trafficcontrol assembly located between two span wires is modified by theaddition of a hinged hanger strap 362, as shown in FIG. 19, or aflexible hanger strap 364, as shown in FIG. 20. In such embodiments, thehanger strap 362, 364, which may contain a plurality of apertures 374therein, may be positioned between a lower connection device 320 and anupper hanger 359. The apertures 374 on the upper portion of the hangerstrap 362, 364 may be aligned with apertures 352 in the upper hanger359, and the desired position maintained by placing one or more bolts335, or any other suitable fastening mechanism, through the apertures352, 374 and securing it with washers and/or nuts, for example.Similarly, the apertures 374 on the lower portion of the hanger strap362, 364 may be aligned with apertures 314 in the lower connectiondevice 320 to secure a desired position.

According to some embodiments of the present invention, the windresistance of a traffic control assembly is increased by reinforcing orotherwise modifying the components of the traffic control assemblylocated between an upper span wire and a lower span wire or a disconnectdevice. For example, the traffic control assembly may be modified toinclude one or more pivot points within the portion of the trafficcontrol assembly located between the upper span wire and the disconnectdevice to reduce the flexural stresses that affect that portion duringhigh wind storm events. The pivot connection performs as a damper thatreduces the stresses that occur from wind induced oscillationstransverse to the wind direction and helps to strengthen known areafailures from wind-induced shock loads. As shown in FIGS. 21 and 22, anembodiment of a retrofitted traffic control assembly 410 includes aconnecting assembly 412 having an upper connection device 434 and alower connection device 438, where the upper connection device 434 isoperably connected to an existing hanger 426 of a traffic controlassembly 400. The upper connection device 434 may be connected to thehanger 426 by any method known in the art, for example using fastenersincluding bolts, washers and nuts 452. The retrofitted traffic controlassembly 410 may also include a linking device 436 operably connectingthe upper connection device 434 and the lower connection device 438 andallowing the upper and lower connection devices 434, 438 to moverelative to each other.

In some embodiments, the linking device 436 may include two pivotableconnections, a first pivotable connection 481 and a second pivotableconnection 483 as shown in FIG. 26. One exemplary embodiment of aportion of the linking device 436 is shown in FIG. 28 illustrating adual pivot block 437 having apertures 464 therethrough for receivingpivot pins 450 that may be held in position by cotter pins 451 (shown inFIGS. 21 and 22). The dual pivot block 437 provides additional strengthto the retrofitted traffic control assembly 410. By way of non-limitingexample, the dual pivot block 437 may be formed from stainless steel andmay be provided as a solid block to provide additional strength comparedto cast aluminum. The dual pivot block 437 allows the pivot pins 450 tobe positioned close together to reduce the stresses to the upper andlower connection devices 434, 438 and to reduce the range of movement.In some embodiments the pivot pins 450 may be spaced apart by about 1inch (25.4 mm) or less and in some embodiments about ½ inch (12.7 mm) orless. The range of movement may be about 1 inch (25.4 mm). Compared toknown traffic signals, positioning the pivot pins 450 close together mayreduce the detrimental range of motion by about 75% thus advantageouslycreating less loading on the retrofitted traffic signal assembly 410.Other embodiments of the linking device 436 may include clevis adaptors,similar to the clevis described above, or a double clevis adaptor havingtwo axes for pivotal movement. In some embodiments having two pivotableconnections, one of the pivot pins 450 extends along an axis parallel toan axis of the lower span wire 420 a and the other pivot pin 450 extendsalong an axis perpendicular to the axis of the lower span wire 420 a.Other types of linking devices similar to the embodiments describedabove may also be used with the assembly 410. The lower connectiondevice 438 may be connected to a lower span wire 420 a of the trafficcontrol assembly 400 such as by an existing clamp 428. As shown in FIGS.21 and 22, the linking device 436 may be positioned above the lower spanwire 420 a. In some embodiments, discussed in more detail below, thelinking device 436 may be positioned below the lower span wire 420 a ofthe traffic control assembly 400.

The retrofitted traffic control assembly 410 may also include a supportplate 440 operably connected to the lower connection device 438 and anexisting traffic signal disconnect hanger 430 of the traffic controlassembly 400. The support plate 440 may be positioned against an upperwall 431 of the disconnect hanger 430, within the disconnect hanger 430or external thereto for strengthening the retrofitted traffic controlassembly 410. A nut 454 may be used to connect the support plate 440 tothe lower connection device 438, although any connector known to oneskilled in the art may be used.

The connecting assembly 412 of the retrofit traffic control assembly 410illustrated in FIGS. 21 and 22 is shown in more detail in FIGS. 24 and25. The upper connection device 434 may include one or more apertures437 that allow the length of the traffic control assembly 400 to beadjustable when the upper connection device 434 is connected to thehanger 426. The apertures 437 may be aligned with apertures on thehanger 426 to adjust the length of the entire assembly and to securelyconnect the upper connection device 434 and the hanger 426 using one ormore fasteners 452 inserted through the aligned apertures. In someembodiments, the retrofit traffic control assembly 410 may beincorporated into an existing traffic control assembly 400 and theheight of the system may be configured to be within one inch of theoriginal position of the traffic control assembly 400 using theapertures and the fasteners to adjust the length.

FIG. 27 illustrates the upper connection device 434 and the lowerconnection device 438 each includes apertures 437, 474, respectively,for adjustment of the length of the entire traffic control assembly 400and for multiple connections. The first pivotable connection 481 andsecond pivotable connection 483 are also shown positioned adjacent toeach other and between the upper connection device 434 and the lowerconnection device 438. In some embodiments, the area between the upperspan wire 420 b and the lower span wire 420 a may be modified by addingthe upper and lower connection devices 434, 438 having the linkingdevice 436 having the first connection 481 and the second connection 483between the upper and lower span wires 420 b, 420 a with the connectingassembly 412 shown in FIG. 27 to an existing upper hanger device 359 anda lower device 336 (see FIGS. 19 and 20). The apertures 437 in the upperconnection device 434 may be aligned with apertures 352 on the existingupper hanger device 359 and connected thereto with one or more bolts 335secured with washers and/or nuts or any other suitable fasteningmechanism. The apertures 474 in the lower connection device 438 may bealigned with apertures 314 in the lower device 336 and connected theretowith one or more bolts 335 secured with washers and/or nuts or any othersuitable fastening mechanism. FIG. 29 illustrates the connectingassembly 412 having the linking device 436 including a first connection485 that may be similarly connected between the upper and lower spanwires 420 b, 420 a as described for FIG. 27.

The lower connection device 438 may include a hub plate 441 that may beconfigured to receive an integral serrated boss 460 for the rotationalalignment of the existing disconnect hanger 426 to the lower connectiondevice 438. The lower connection device may also include one or morestuds 458. The support plate 440 includes an aperture 484 through whichthe stud 458 inserts. A nut 454 and a washer 456 may be used to securethe support plate 440 to the traffic signal disconnect hanger (shown inFIG. 21) and onto the stud 458 of the lower connection device 438.

As shown in FIGS. 21 and 22, the retrofitted traffic control assembly410 may also include a first stiffening member 442 and a secondstiffening member 444 connected by a fastener 452 extending through thefirst stiffening member 442 and the second stiffening member 444 forstrengthening the retrofitted traffic control assembly 410 similar tothe arrangement described in the embodiments above. The first stiffeningmember 442 may be operably connected to a lower wall 433 of thedisconnect hanger 430 and the second stiffening member may be operablyconnected to an upper wall 435 of an existing traffic signal 432. Thefirst and second stiffening members 442, 444 may be attached to orincorporated into the disconnect hanger 430 and traffic signal 432respectively, by any method known to one skilled in the art. Similar tothe first and second stiffening members discussed above, the first andsecond stiffening members 442, 444 each include an aperture 446 formedin an edge of the members 442, 444 for accommodating existing wires 448of the traffic control assembly 400. The apertures 446 allow for thestiffening members 442, 444 to be retrofit into the disconnect hanger430 and the traffic signal 432, respectively, without disconnecting thewires 448 during the retrofitting process.

As shown in FIGS. 21 and 22, the retrofitted traffic control assembly410 may be retrofitted into an existing traffic control assembly 400where the existing traffic control assembly 400 includes an upper spanwire 420 b and an existing span wire saddle clamp 422 pivotablyconnected to the existing hanger 426 by an existing pivot connection424. The upper connection device 434 of the retrofitted traffic controlassembly 410 extends below and is connected to the hanger 426. In someembodiments, the upper connection device 434 may replace the hanger 426and may be connected to the upper span wire 420 b using the span wiresaddle clamp 422.

FIG. 23 illustrates an embodiment of the retrofitted traffic controlassembly 410 including the connecting device 412 wherein the linkingdevice 436 positioned below the lower span wire 420 a of the trafficcontrol assembly 400. The embodiment shown in FIG. 23 is similar to theembodiment shown in FIGS. 21 and 22 and includes the upper and lowerstiffening members 442, 444 configured similarly to the embodimentdescribed above. The upper connection device 434 is connected to theexisting hanger 426 using fasteners 452 such as washers, bolts and nuts.The existing hanger 426 is suspended from the upper span wire 420 b viathe existing span wire clamp 422 and the existing pivot connection 424.In some embodiments, the upper connection device 434 may replace thehanger 426 and may be connected to the upper span wire 420 b using thespan wire saddle clamp 422.

In the embodiment shown in FIG. 23, the lower span wire 420 a isconnected to the upper connection device 434 using span wire tetherclamp 428. The linking device 436 is positioned below the span wire 420a and operably connects the lower connection device 438 to the upperconnection device 434 so that the upper and lower connection devices434, 438 are movable relative to each other. In some embodiments, thelinking device 436 may include two pivotable connections similar to theconnections described above and shown in FIG. 28.

The connecting assembly 412 of the retrofit traffic control assembly 410illustrated in FIG. 23 is shown in more detail in FIG. 26. The upperconnection device 434 may include one or more apertures 437 that allowthe length of the traffic control assembly 400 to be adjustable when theupper connection device 434 is connected to the hanger 426. Theapertures 437 may be aligned with apertures on the hanger 426 to adjustthe length of the entire assembly and to securely connect the upperconnection device 434 and the hanger 426 using one or more fasteners 452inserted through the aligned apertures. The first pivotable connection481 and second pivotable connection 483 are also shown.

The lower connection device 438 may include the hub plate 441 that maybe configured to receive the serrated boss 460 for the rotationalalignment of the existing disconnect hanger 426 to the lower connectiondevice 438. The lower connection device may also include one or morestuds 458. The support plate 440 includes an aperture 484 through whichthe stud 458 inserts. The nut 454 and the washer 456 may be used tosecure the support plate 440 to the traffic signal disconnect hanger(shown in FIG. 23) and onto the stud 458 of the lower connection device438.

FIG. 30 illustrates an embodiment of the connecting assembly 412 wherethe linking device 436 is shown positioned below the lower span wire 420a of the traffic control assembly 400. As shown in FIG. 30, the lowerspan wire 420 a is connected to the upper connection device 434 usingspan wire tether clamp 428. The linking device 436 is positioned belowthe span wire 420 a and operably connects the lower connection device438 to the upper connection device 434 so that the upper and lowerconnection devices 434, 438 are movable relative to each other. Thelinking device 436 shown in FIG. 30 includes the first pivotableconnection 485. The first pivotable connection 485 includes the pivotpin 450 and the cotter pin 451 holding the pivot pin 450 in position. Insome embodiments, the pivot pin 450 extends along an axis parallel to anaxis of the lower span wire 420 a.

Similar to some of the embodiments described above, the embodiment ofthe connecting device 412 includes the lower connection device 438 thatmay include a hub plate 441 and may be configured to receive an integralserrated boss 460 for the rotational alignment of the existingdisconnect hanger 426 to the lower connection device 438. The lowerconnection device may also include one or more studs 458. The supportplate 440 includes an aperture 484 through which the stud 458 inserts. Anut 454 and a washer 456 may be used to secure the support plate 440 tothe traffic signal disconnect hanger (shown in FIG. 21) and onto thestud 458 of the lower connection device 438. The retrofitted trafficcontrol assembly 410 illustrated in FIG. 30 may also include a firststiffening member 442 and a second stiffening member 444 connected by afastener 452 extending through the first stiffening member 442 and thesecond stiffening member 444 similar to the arrangement described in theembodiments above and shown in FIG. 23.

FIG. 31 illustrates an embodiment of the retrofitted traffic controlassembly 410 that includes a stiffening member 442 a provided in thetraffic signal disconnect hanger 430 for strengthening the trafficsignal disconnect hanger 430. The traffic signal disconnect hanger 430may be connected to any type of signal or bracket suspended below thetraffic signal disconnect hanger 430. As shown in FIG. 31, thestiffening member 442 a is secured to the lower wall 433 of the trafficsignal disconnect hanger 430 using one or more bolts 452, although anytype of fastening mechanism may be used. The bolts 452 extend throughthe stiffening member 442 a and the lower wall 433 to hold thestiffening member 442 a in position. The connecting assembly 412 shownin FIG. 31 is similar to the device described above with reference toFIG. 22 but lacks the lower stiffening member 444. The stiffening member442 a may also be provided with the connecting assembly 412 as shown inthe embodiments of FIGS. 23 and 30 that could be connected to any kindof signal or bracket.

According to some embodiments of the present invention, the windresistance of a traffic control assembly is increased by providing areinforcement device that includes a linking device that includes aspring-type support hanger. Without being limited to one theory, thespring-type support hanger may help distribute loading and associatedstresses due to wind dynamic loads and gravitational wind-induced impactforces such as shock loads to increase the survivability of trafficsignals during high wind evens such as hurricanes.

An exemplary embodiment of a reinforcement device 500 for a trafficcontrol assembly 510 is shown in FIG. 32. The traffic control assembly510 includes a traffic signal disconnect hanger 510 a and a trafficsignal 510 b positioned below the disconnect hanger 510 a. Thereinforcement device 500 includes an upper connection device 512 and alower connection device 516. The upper connection device 512 and thelower connecting device 516 are connected by a linking device 514. Asshown in FIG. 32, the linking device 514 may be provided as aspring-type support hanger 514. The spring-type support hanger 514 maybe used with traffic control signals suspended with dual span wires 526,528 as shown in FIG. 32 as well as with single wire suspension systems(not shown.) The linking device 514 may be any kind of device having aspring function that operably connects the upper and lower connectiondevices 512, 516 and can support the traffic signal disconnect hanger510 a and/or the traffic signal 510 b. By way of non-limiting example,spring-type support hanger 514 can be of various types of spring 514 asuch as, but not limited to an extension spring (shown), a constantpitch spring, a variable pitch spring, a barrel spring or an hourglassspring. In some embodiments, strip or flat form type springs may be usedinstead of the exemplary coil type spring shown. In some embodiments, itmay be desirable to have two or more spring-type support hangers 514.

The spring-type support hanger 514 is configured to serve at least twofunctions in preserving span wire traffic signal assemblies frombreaking apart during hurricanes. The spring-type support hanger 514 maybe configured to move rotationally and longitudinally with respect tothe upper connection device 512. The spring-type hanger 514 may beconfigured to allow the traffic signal assembly 510 to rotate in variouspositions determined by the wind direction. The spring-type hanger 514may be configured with a spring tensioning amount that limits therotation during non-high wind events but is also designed to yield athigher wind speeds to reduce wind related damage by shedding the windloads as the spring-type hanger 514 rotates. The spring-type hanger 514may also be configured to mitigate wind-gust induced vertical impactloads.

In the most vertical position, the spring-type support hanger 514 isconfigured to greatly reduce the impact loads to the traffic signalassembly 510 below by transferring some, if not all, of the load to thespring-type support hanger 514 which in turn also transfers the load tothe much stronger span wires 526 and 528. In the embodiments describedherein having a spring-type support hanger 514, when the spring-typesupport hanger 514 is stretched, the hanger 514 stores elastic potentialenergy. The elastic potential energy is then transferred to kineticenergy when the wind pushes against the traffic signal assembly 510 andthe spring-type support hanger 514 stretches in a curvatual manner, thekinetic energy of the traffic signal assembly 510 (wind upon its mass)gets converted into the potential energy of the spring-type supporthanger 514, as a form of resistance.

With respect to primarily horizontal wind forces upon the traffic signalassembly 510, the spring-type support hanger's 514 conservation ofenergy should be determined based on equilibrium resulting from thetraffic signal assembly's gravitation centering and weight of theassembly—no wind loads. Thus, when the spring-type support hanger 514reaches its maximum potential energy (the strength of the spring) thekinetic energy (wind) of the traffic signal assembly 510 becomes at ornear zero. When the wind force is removed, the spring-type supporthanger 514 is configured to allow the traffic signal assembly 510 simplyreturns to its original position.

The spring-type support hanger 514 shown in FIGS. 32-34 as spring 514 ais configured to perform as a “hinged connection” allowing the trafficcontrol assembly 510 to rotate in different axes to the upper and lowerspan wires 526, 528. For example, when a wind force is applied to thetraffic control assembly 510, the lower connection device 516 may beginto rotate about a clamping device 530 connected to the lower span wire528 in a directional angle away from the earth. The upper connectiondevice 512 is connected to the upper span wire 526 and thus the upperand lower connection devices 512, 516 move in a generally oppositedirection to each other along a generally vertical plane. Thespring-type support hanger 514 is configured to allow for rotation, toprovide a pulling force for resistance and to mitigate wind-gravityinduced vertical shock loads.

The properties of the spring-type support hanger 514 will depend onseveral factors and will be described with reference to an extensionspring 514 a, by way of non-limiting example, to determine the number ofcoils and the force provided. For example, these factors include initialtension, preload and extension distance. Additional factors may also beconsidered. The initial tension of the extension spring 514 a is createdduring the manufacturing process as part of the winding process and isthe internal force that holds the coils together. One way to measureinitial tension is to determine the load necessary to overcome theinternal force and begin coil separation. The preload refers tostretching the extension spring 514 a a short distance from the spring'sfree state. The extension spring 514 a will not provide any force untilit begins to stretch. For the traffic control assembly 510, an exemplarypreload may be based on the dead weight of the traffic control assembly510. The extension distance is based upon the length of travel of theextension spring 514 a. By way of non-limiting example, the spring 514 amay extend between two span wires 526, 528 and be subject towind-induced dynamic forces acting on the traffic control assemblysupported by the two span wires 525, 528. Typically, the lower span wire528 will not be taut and will include some amount of sag that willcontribute to the length of travel of the extension spring 514 a. The“sag distance” may be determined based on an average of a typical amountof sag between spaced apart poles and span wire weighs that contributeto the sag. The average “sag distance” can be used to specify a maximumrange of rotational movement applicable to the travel distance of thespring 514 a. The travel distance determines the amount of potentialenergy stored. The travel distance should not allow the spring 514 a tooverextend so that the spring 514 a does not return to near the spring's514 a original length or to break.

An addition factor that may be considered is the shock load on thetraffic signal assembly 510. Shock loading occurs when a load is appliedwith sufficient speed so that a portion of the coils of the spring takeup more of the load than calculated for a static situation. The factorsto consider for the properties of the spring-type support hanger 514will vary depending on the number of span wires, the type of trafficsignal assemblies and the typical wind zones as well as low stress andhigh stress cycles for each hanger 514.

The spring-type support hanger 514 may be connected to the trafficcontrol assembly 510 as shown in FIG. 32 and described below. Startingat the top span wire 526 a saddle clamp 534 is fastened securely to thespan wire 526 utilizing fasteners 540. A first extension hanger 538 ismutually connected to the saddle clamp 534 utilizing a clevis pin 536secured with a cotter pin 536 a. The upper connection device 512 isadjusted to the desired vertical positioning and then fastened to theexisting extension hanger 538 utilizing appropriate fasteners 540. Alower end portion 513 of the upper connection device 512 may beconnected to the spring-type support hanger 514 utilizing an embeddedstud 518 of the upper connection device 512 that is connected to areceiving aperture 521 in a flange 519 of the spring-type support hanger514. The flange 519 may be connected to the spring-type support hanger514 by any appropriate means such as welding or a split ring enfoldmentarrangement or in some instances both.

The lower connection device 516 of the reinforcement device 500 may besimilarly connected to the spring-type support hanger 514 as describedabove for the upper connection device 512 including an embedded stud 520and a flange 522 having an aperture 523. The lower connection device 516is configured to be connected to the lower span wire 528 when a lowerspan wire is present. The connection to the lower span wire may be madeusing a “U-bolt” clamping device 530 over span wire 528 and fastened asappropriate.

The lower connection device 516 may include a serrated hub portion 517that is connectable to the traffic signal disconnect hanger 510 a or insome embodiments to a traffic signal housing 510 b or to a single unit(disconnect and signal housing) not shown. The lower connection device516 may include an embedded stud 520 that may be placed through a roof541 of the traffic signal disconnect hanger 510 a as shown in FIG. 32 ora traffic signal head (not shown). The embedded stud 520 may be securedby using the fastener 518. In some embodiments, the fastener 518 may bea nylon insert lock nut. In some embodiments, the reinforcement device500 may include a stiffening member connected to an upper wall 541 ofthe traffic signal disconnect hanger 510 a.

In some embodiments, the reinforcement device 500 may include a firststiffening member 542 and a second stiffening member 544 connected by afastener 518 a extending through the first stiffening member 542 and thesecond stiffening member 544 for strengthening the traffic controlassembly 510 similar to the arrangement described in the embodimentsabove. The first stiffening member 542 may be operably connected to alower wall 533 of the existing disconnect hanger 510 a and the secondstiffening member may be operably connected to an upper wall 535 of anexisting traffic signal 510 b. The first and second stiffening members542, 544 may be attached to or incorporated into the disconnect hanger510 a and traffic signal 510 b respectively, by any method known to oneskilled in the art. Similar to the first and second stiffening membersdiscussed and shown above, the first and second stiffening members 542,544 may each include an aperture formed in an edge of the members foraccommodating existing wires of the traffic control assembly 510. Theapertures allow for the stiffening members 542, 544 to be retrofit intothe disconnect hanger 510 a and the traffic signal 510 b, respectively,without disconnecting the wires during the retrofitting process.

In some embodiments of the present invention, the stiffening members542, 544 are connected by a fastening assembly 518 a that includes anelongated bolt, a nut, and washer, such as a lock washer. However, anysuitable fastening mechanism or assembly may be used. In the embodimentof FIG. 32, the elongated bolt 518 a connects an upper stiffening plate542 associated with a traffic signal disconnect hanger 510 a to a lowerstiffening plate 544 associated with a traffic signal 510 b by extendingthrough an aperture in the upper stiffening plate 544, through a hub 552associated with the disconnect hanger 510 a, and through an aperture inthe lower stiffening plate 544. Similar to the embodiments describedabove, the nut and washer may be used to compress the assembly andobtain a moisture-resistant connection that maintains a predetermineddegree of tension over time and withstands high wind forces.

FIG. 33 illustrates an embodiment of the reinforcement device 500. Thereinforcement device 500 includes the upper connection device 512 andthe lower connection device 516 operably connected to the linking device514. Similar to the embodiment described above, the linking device 514may be provided as a spring-type support hanger 514. In the embodimentshown in FIG. 33, the upper connection device 512 may be provided as astandard drop cable hanger 513 sometimes used instead of flat hangersdescribed. In some embodiments, the lower connection device 516 may beprovided as the drop cable hanger 513. As shown in FIG. 33, both theupper and lower connection devices 512, 516 may be provided as the dropcable hanger 513. In some embodiments, the upper and the lowerconnection devices 512, 516 may be provided as different devices. By wayof non-limiting example, the upper connection device 512 may be providedas one of the drop cable hanger 513 or the flat hanger 512 and the lowerconnecting device may be provided as the other of the drop cable hanger513 or the flat hanger 512.

The embodiment shown in FIG. 33, the saddle clamps 534 a, 534 b may beused to operably connect the reinforcement device 500 to the upper andlower span wires 526, 528, respectively. The saddle clamp 534 b may alsobe used to operatively connect the traffic signal disconnect hanger 510a to the reinforcement device 510 a so that the traffic signal assembly510 a is suspended below the lower span wire 528 (only the trafficsignal disconnect hanger 510 a is shown in FIG. 33). In the embodimentshown in FIG. 33, the drop cable hangers 513 allow the traffic signalassembly 510 to rotate so the horizontal loads may be lessened. In thisembodiment, the linking device 514 may be configured to greatly reducethe impact loads in the vertical direction to the traffic signalassembly 510 below by transferring some, if not all, of the load to thespring-type support hanger 514 which in turn also transfers the load tothe much stronger span wires 526 and 528 similar to the transfer ofenergy described above with reference to FIG. 32.

The embodiment shown in FIG. 33 may include additional featuresdescribed above with reference to other embodiments. By way ofnon-limiting example, the reinforcement device 500 may include a firststiffening member, a second stiffing member or both a first and secondstiffening members.

FIG. 34 illustrates an embodiment of the reinforcement device 500. Thereinforcement device shown in FIG. 34 is similar to the embodimentsdescribed above except for the upper and lower connecting devices 512,516 which are provides as a rigid pipe instead of the flat hanger or thedrop cable hanger described above. FIG. 3 represents a third embodimentof the present invention 10 utilizing a rigid pipe in lieu of thepreviously described flat and cable type hangers. Similar to theembodiment described above, the reinforcement device 500 includes theupper connection device 512 and the lower connection device 516 operablyconnected to the linking device 514 where the linking device 514 may beprovided as a spring-type support hanger 514.

The spring 514 a may be made from any material known in the art havingsuitable properties to support a traffic signal control assembly 510.Non-limiting examples include metals and in particular stainless steelsuch as types 302, 304, 316 and combinations thereof. In certainembodiments of the present invention, the traffic control assemblysatisfies all requirements of the relevant regulatory authorities; canbe installed rapidly and easily without requiring any electrical changesdisconnections, or reconnections; and can, surprisingly, withstand windforces of at least about 50 miles per hour, 75 miles per hour, 120 milesper hour, or even 140 miles per hour. In certain embodiments, thetraffic control assembly can withstand hurricane wind forces of greaterthan 150 miles per hour.

According to some embodiments of the present invention, the windresistance of a traffic control assembly is increased by spreading andtransferring the torsional loads and the vertical impact loads to thespan wire support system. Adding more load and creating additionalstresses to the poles and span wire is in direct contrast to the currentstructural design standards where the load to the span wire system isminimized. In some embodiments of the present invention, about 50% ormore of the wind load may be transferred to a lower, stronger portion ofa traffic signal pole.

FIG. 35 illustrates an embodiment of a reinforcement device 600 for atraffic control assembly 610 that may be used with a dual span wiresystem including a lower span wire 616 a or messenger wire and an upperspan wire 616 b or cantenary wire. The traffic signal control assembly610 includes a disconnect hanger 610 b and a traffic signal 610 a,although the reinforcement device 600 may also be used with the trafficsignal 610 a alone. FIG. 35 illustrates the lower span wire 616 a andthe upper span wire 616 b with a connecting assembly 618 extendingbetween the upper and lower span wires 616 a, 616 b. The connectingassembly 618 may be any of the connecting devices described herein andshown in FIGS. 17-34. By way of non-limiting example, a pivotal typeconnecting assembly such as the hanger devices shown in FIGS. 19 and 29may be used as part of the reinforcement device 600. In someembodiments, a vertical tether cable may be used between the upper spanwire 616 b and the lower span wire 616 a (see FIG. 2). The connectingassembly 618 is shown connected to the upper span wire 616 b with anexisting hanger extension 623 and an existing clamp 619, such as asaddle clamp. The connecting assembly 618 also includes an upperconnection device 634, a linking device 636 and a lower connectiondevice 638. The connecting assembly 618 may be connected to an existinghanger system similar to the connecting assemblies described above (seefor example FIGS. 17 and 18).

The reinforcement system 600 may be configured to be retrofit with anexisting traffic signal similar to the reinforcement systems describedabove. The reinforcement device 600 includes an upper support device 620and a lower support device 622. The upper support device 620 may beprovided as a span wire clamp that connects to the lower span wire 616 aand spreads the load to the span wire 616 a. The upper and lower supportdevices 620, 622 are connected by vertical support members 624 extendingon each side of the traffic control assembly 610. In some embodiments,the reinforcement device 600 may be configured to create acompression-type assembly that resists torsional forces and wind-inducedshock loads. The upper support device provided in the form of theload-spreading span wire clamp 620 may be configured to resist andmitigate wind induced torsional forces (increasing the lateral span wireconnection by at least a factor of about 10 and in some embodiments byat least a factor of about 15). The load-spreading span wire clamp 620may be configured to increase the points of attachment by 2 and in someembodiments by 4 and/or configured to transfer torsional and verticalshock loads from the traffic signal assembly to the stronger span wiresupport system. As shown in FIG. 35, in some embodiments, the length Lof the upper support device 620 and the lower support device 622 may belonger than the width W of the traffic control assembly 610. In someembodiments, the vertical support members 624 may extend between theupper support device 620 and the lower support device 622 withoutcontacting the traffic control assembly 610. When the upper supportdevice 620, the lower support device 622 and the vertical supportmembers 624 are connected, tension is placed on the vertical supportmembers that holds the traffic assembly in compression.

An exploded view of an embodiment of the reinforcement device 600including the upper support device 620 provided as a span wire clamp,the lower support device 622 and the vertical support members 624 isshown in FIG. 36. For reference, a hanger 614, the lower span wire 616 aand the traffic signal 610 a are shown. A span wire engagement plate 639may be connected to the hanger 614 or alternatively formed integrallywith the lower connecting device as described in detail below. The spanwire engagement plate 639 may be connected to the lower connectingdevice 638 using one of more bolts 644 positioned through openings 642and secured with a nut 649 over a washer 650. The span wire engagementplate 639 may include a groove 646 configured to receive at least aportion of the lower span wire 616 a. The load spreading span wire clamp620 may be generally rectangularly shaped although other elongate shapesmay also be used. In some embodiments, the load spreading span wireclamp 620 also may include a groove 645 configured to receive at least aportion of the lower span wire 616 a. The clamp 620 may be connected tothe hanger 614 and the span wire engagement plate 639 with the lowerspan wire 616 a positioned in the grooves 644, 645 using bolts 644extending through openings 642 in the clamp 620 and the span wireengagement plate 639 with nuts 649 and washers 650 securing the clamp620 to the span wire engagement plate 639. Other connections are alsopossible.

The load spreading span wire clamp 620 may be connected to the lowerspan wire 616 a using u- or j-shaped bolts 651 that extend over the spanwire 616 a and through the openings 642 in the load spreading span wireclamp 620. Washers 650 and nuts 649 may be used to secure the bolts 651to the load spreading span wire clamp 620. The load spreading span wireclamp 620 also may include additional openings 642 for receiving thevertical members 624 there through. In some embodiments, the verticalmembers 624 may include threaded ends 625 that may be secured throughthe openings 642 in the load spreading span wire clamp 620 using washers650 and nuts 649. Stay nuts 652 may also be included to secure thevertical members 624 to the load spreading span wire clamp 620.

The lower support device 622 is also shown in FIG. 36. The lower supportdevice 622 may be secured to the traffic signal 610 a using a bolt 644inserted through an opening 613 in the traffic signal 610 a, through thewasher 650 and through opening 653 in the lower support device 622. Thebolt 644 maybe secured using the washer 650 and the nut 649. The lowersupport device 622 may include serrations 654 to mate with serrations onthe traffic signal 610 a (not shown). The vertical member 624 may besecured to the lower support device 622 by inserting the verticalmembers through openings 653 in the lower support device 622 andsecuring the vertical members 624 with washers 650 and nuts 649. In someembodiments, stay nuts 652 may also be included to secure the verticalmembers 624 to the lower support device 622.

The vertical members 624 may have a round, tubular, angular, squareshape or the like. In some embodiments, the vertical support members 624may include a three sided channel. In some embodiments, the verticalmember 624 may be provided as rods or cables. The vertical members 624may be made from any suitable material. By way of non-limiting example,the vertical members may be made of stainless steel such as SS 304 or SS316.

The reinforcement device 600 may be installed by temporarily securingand maintaining the vertical distance between the upper span wire 616 band the lower span wire 616 a. A temporary suspension device may be usedto temporarily secure the traffic signal control assembly 610. Thetemporary suspension device is shown in FIG. 46 and described below.Once the traffic signal control assembly 610 is temporarily secured, theconnecting assembly 618 (shown in FIG. 35) may be installed. The spanwire engagement plate 639 may be connected to the connecting assembly618 or integrally provided therewith. The upper support device 620 andthe lower support device 622 are loosely assembled on the ground withthe vertical members 624. The reinforcement device 600 is placed overthe lower span wire 616 a mating the upper support device 620 to thespan wire engagement plate 639 and securing the lower span wire 616 atherebetween. The temporary suspension device is removed. The lowersupport device 622 is connected to the traffic signal 610 a so that thelower support device 622 and the upper support device 620 are generallyaligned. The vertical members 624 are then adjusted and tightened to apredetermined tension range depending on the type of traffic signalcontrol assembly 610, i.e. plastic or metal type housing.

FIGS. 37, 38 and 39 illustrate an embodiment of the connecting device618 showing an integral span wire engagement plate 641 with theconnecting device 618. Similar to the device shown in FIG. 35, theconnecting assembly 618 includes the upper connection device 634, thelinking device 636 and the lower connection device 638. The span wireengagement plate 641 is formed integrally with the lower connectiondevice 638. The connecting assembly 618 may be connected to an existinghanger similar to the connecting assemblies described above. The spanwire engagement plate 641 of the lower connection device 638 may includethe groove 646 configured to receive at least a portion of the lowerspan wire 616 a. The groove 646 may be configured to cooperate with thegroove 645 of the load spreading span wire clamp 620 (shown in FIG. 35).The clamp 620 may be connected to the hanger 614 and the span wireengagement plate 641 of the lower with the lower span wire 616 apositioned in the grooves 646, 645 using bolts 644 extending throughopenings 642 in the clamp 620 and the span wire engagement plate 641with nuts 649 and washers 650 securing the clamp 620 to the span wireengagement plate 641 similar to the connections described above. Otherconnections are also possible.

FIG. 37 illustrates a front view of the connecting device 618 and FIG.38 illustrates a back view of the device shown in FIG. 37. In someembodiments, the upper and lower connecting devices 634, 638 may includev-shaped mating grooves 643. As shown in FIGS. 37 and 38, integralreinforcements 656 may also be included on the upper connecting device634 and/or the lower connecting device 638. The integral reinforcements686 may be used to add strength and eliminate stress connection pointssuch as 90° inside corners. An embodiment of the linking device 636 isshown in FIG. 38. The linking device includes a pivot pin 654 that ispositionable through the openings 642 in the upper and lower connectingdevices 634, 638. A cotter pin 655 may be used to secure the pivot pin654 in position.

FIG. 39 illustrates an exploded view the connecting device 618. FIG. 39also shows a portion of the existing hanger system 621 that is replacedby the upper connection device 634 and the lower connection device 636having the integral span wire engagement plate 641. A tri-stud hanger614 is also shown and is similar to the tri-stud hangers describedabove.

FIG. 40 illustrates an embodiment of the reinforcement device 600 thatincludes a backplate system 611. The backplate system 611 includes abackplate 662 that may be provided with the devices described herein. Byway of non-limiting example, the backplate 662 may be provided with thereinforcement device including the upper support device 620, the lowersupport device 622, and the vertical members 624 described above. Insome embodiments, a backplate cover 664 may also be provided with thebackplate 622. The backplate 662 and the backplate cover 664 provide afour-sided fully surrounded traffic signal that previously was notpossible with a dual span wire system, especially with traffic signalcontrol assemblies using a disconnect hanger due to the required accessto the electrical components in the disconnect hanger. In someembodiments, the surface connection area for the backplate 662 may beincreased compared to current the current attachment configuration. Byway of non-limiting example, the surface connection area may be about210 square inches compared to less than one square inch in currentdevices.

As shown in FIG. 40, the backplate system 611 includes the backplate662, the backplate cover 664 and may also include infill sweeps 668,offset attachment ribs 670 and a latch 666. The backplate 662 mayinclude three faces 663 that surround the sides and bottom of thetraffic signal. The faces 663 have a surface area 665 that is viewablewhen viewing the traffic signal lights. The backplate cover 664 includesa face 667 that comprises the fourth face of the backplate system 611and has a surface area 669 that is viewable when viewing the trafficsignal lights. A retroreflective border may also be provided on one ormore of the faces of the backplate 662 and/or the backplate cover 664.The backplate cover 664 provides access to the disconnect hanger 610 busing the vertical member 624 as a pivot for opening and closing thebackplate cover 664 and the latch 666 secures the cover 664 in theclosed position. In some embodiments, the backplate 662 and backplatecover 664 may be made from plastic and the vertical members 624 andupper and lower support devices 620, 622 made from metal. Amold/manufacturing process may be used to form the backplate system 611and the reinforcement device 600 may be connected into the backplatesystem 611. The backplate system 611 allows for a reduction orelimination of stresses on attachment points to the traffic signalcontrol assembly 610 that are created from the extra wind loadingproduced from the increased surface area from the backplate 662. Thebackplate system 611 described herein eliminates or reduces the need forfasteners that can weaken the connection such as self-tapping screwsthat attach the backplate 662 to the traffic signal control assembly610.

FIG. 41 shows a cross-sectional view taken along A-A of FIG. 39. Forreference the traffic signal 610 a is shown. As shown in FIG. 41, aspart of the manufacturing process offset attachment ribs 670 are formedto provide a desired front to back depth allowing an attachment pointcommon to most if not all traffic signal control assemblies. The offsetattachment ribs 670 are formed so that the vertical members 624 of thereinforcement device 600 by extend through the offset attachment ribs670. The infill sweeps 668 provide a way to seal the light between thebackplate 662 and the traffic signal 610 a. The infill sweeps 668 alsoallow for differential sizing adjustments for various traffic signalsizes. In some embodiments, the backplate 662 may also includehorizontal offset ribs that may connect to the vertical offsetattachment ribs 670. One or a pair horizontal offset ribs may beprovided across the base of the backplate 662 and/or across the top ofthe backplate 662 so that the top horizontal offset rib is positionedwithin the space between the traffic signal 610 a and the disconnecthanger 610 b. A complimentary flange that can mate with the tophorizontal offset rib may be included in the backplate cover 664 so thatthe flange fits in the offset rib when the cover is secured.

FIG. 42 illustrates an enlarged cross section showing the backplate 662held by a vacuum as part of the backplate thermoforming process. A mold682 provides a positive surface area 674 that includes the final areafrom the backplate 662 and a trim area 663 for final fabrication andappropriate sizing. The mold 682 also provides a vacuum chamber 680 andair evacuation holes 678. The mold 682 further includes integralplacement pins 676 for temporarily holding receiving tubes 672. Thereceiving tubes 672 are “frozen” into the backplate 662 by theengineered plastic forming around the periphery of the tube 672 andforming the offset attachment ribs 670 of the backplate system 611. Insome embodiments, the plastic of the backplate 662 is formed aroundabout 280° of the tube's 672 circumference creating an undercut. Inaddition, the normal shrinkage of the thermoforming process during thecooling of the plastic further secures the tube 672. The receiving tubes672 may be included in the backplate 662 and the backplate cover 664 toform the offset attachment ribs 670. In some embodiments, the backplatecover 664 includes one offset attachment rib 670 and the backplate cover664 extends across the disconnect hanger so that an edge 671 a of thebackplate cover 664 is aligned with an edge 671 b of the backplate 662.The offset attachment rib 670 of the backplate cover 664 may bepositioned on the same side as a hinge on the disconnect hanger 610 b toprovide access to the disconnect hanger 610 b as described below. Insome embodiments, the horizontal offset ribs may include receivingtubes.

In some embodiments, the receiving tube 672 may be formed from aseamless hollow aluminum rod. The receiving tube 672 may first be cut tothe proper length for embedment into the backplate 662. One or both endsof the receiving tube 672 may be flared to approximately the thicknessof the tube 672 itself. The flaring provides a restriction flange thatprevents movement of the receiving tube 672 in all directions. Theflaring also allows for the elimination of a sharp tube 672 edge duringfabrication. A thick friction tape is added and an o-ring is positionedagainst the back side of the flare of the tube 672. High qualityself-fusing tape is wrapped around the end of the tube 672 covering theo-ring and the friction tape. One or more apertures 642 through the tube672 may be created that mate with the placement pins 676 of the mold682. The pins 676 may be positioned to protrude slightly above the tube672 to prevent lateral movement as the plastic is vacuumed over the mold682. A small protrusion 684 is created in the finished backplate 662 asa result of the difference between the tube 672 and the pin 676. Theapertures 642 may be sized to provide vertical release between the moldsurface 674 and the backplate 662. By way of non-limiting example, theapertures 642 may be +/− 1/32 of an inch over the O.D. of the tube 672.The mold 682 is designed with about 5°-7° draft on either side of themold portion 683 that provides the offset attachment ribs 670 to allowthe backplate 662 to release from the mold 682 upon reversing topositive air pressure. Other methods of forming the backplate system 611may also be used. By way of non-limiting example, the backplate system611 may be injection molded or formed in a 2-part or greater mold systemand may not include the receiving tubes in the formation of the offsetattachment ribs.

The backplate system 611 may be connected to the reinforcement device600 prior to the installation on the traffic signal control assembly610. The vertical members 624 and the lower support device 622 may beconnected as described above. The receiving tubes 672 of the backplate662 are placed over the vertical members 624. The cover 664 is installedby sliding the receiving tube 672 of the cover over one vertical member624 so that the cover 664 hinges on the same side as the existingdisconnect hanger 610 b. In some embodiments, the height of the offsetattachment rib 670 may be increased or decreased to be compatible withdifferent disconnect hanger and/or traffic signal depths. Stay nuts maybe used to prevent vertical movement of the backplate 662 and the cover664. The upper support device 620 is connected to the vertical members624 as previously described.

FIG. 43 illustrates an embodiment of a reinforcement device 700 inaccordance with the present invention. The reinforcement device 700includes an upper support device 721, a lower support device 722 andvertical support members 724 extending on opposite sides of a trafficsignal 710 a of a traffic signal assembly 710. The traffic signalassembly 710 may also include a disconnect hanger 710 b. Thereinforcement device 700 may be used with a dual span wire system havinga lower span wire 716 a and an upper span wire 716 b as shown in FIG. 43or a single span wire system with or without a tether as describedabove. The reinforcement device 700 permits directional rotation of thetraffic signal control assembly 710, for example as required fordiagonal type intersections. The reinforcement device 700 holds thetraffic signal control assembly 710 together vertically in a prescribedamount of compression resulting from the tension on the vertical supportmembers 724 and the upper and lower support devices 721, 722. The lowersupport device 722 and the vertical members 724 are similar to thecorresponding elements described above. The upper support device 721 maybe installed between a lower connection device 738 of a connectingassembly 718 and the disconnect hanger 710 b as shown in FIG. 43. Anexemplary upper support device 721 is shown in FIG. 44. The lowersupport device 722 may be configured to be formed similar to the uppersupport device 721 shown in FIG. 44. The upper support device 721includes openings 742 to secure the vertical support members 724 to theupper support device 721. As shown in FIG. 43, the openings 742 may bespaced so that the vertical support members 724 extend along oppositesides of the traffic signal control assembly 710 without contacting thetraffic signal control assembly 710. The upper support device 721 mayinclude one or more central openings 723 and may include serrations 725to mate with corresponding serrations on the traffic signal disconnect710 b.

A connecting device 718 may be connected to upper and lower span wires716 b, 716 a. The connecting device 718 may be any of the connectingdevices described herein and shown in FIGS. 17-34. By way ofnon-limiting example, the connecting devices such as the devices shownin FIGS. 2, 17, 22, 31 may be used with the reinforcement device 700. Insome embodiments, the reinforcement system 700 may also include abackplate system 611 and/or the load spreading span wire claim 620 asdescribed above.

FIG. 45 illustrates an embodiment of a reinforcement device 800 inaccordance with the present invention. The reinforcement device 800includes an upper bracket 888, a lower support device 887 and a verticalsupport member 890 extending between the upper bracket 888 and the lowersupport device 887. The vertical support member 890 may be positionedalong a back side 810 c of a traffic signal control assembly 810. Insome embodiments, the vertical support member 890 may be provided as atleast one cable or rod, although other types of support members may alsobe used. As shown, the traffic signal control assembly 810 may include atraffic signal 810 a and a disconnect hanger 810 b. The reinforcementdevice 800 may be used with a dual span wire system having a lower spanwire 816 a and an upper span wire 816 b or a single span wire systemwith or without a tether as described above. The reinforcement device800 holds the traffic signal control assembly together vertically in aprescribed amount of compression resulting from the vertical supportmember 890 and the upper bracket 888 and lower support device 887 beingconnected together. A connecting assembly 818 may also be provided. Theconnecting assembly 818 includes an upper connection device 834, alinking device 836 and a lower connection device 838. The lowerconnection device 838 may include an integral span wire engagement platesimilar to the devices described above.

The reinforcement device 800 may include an upper support device 820that is similar to the load spreading clamp 620 described above. Theupper bracket 888 may be connected to the vertical support member 890through an opening 842 in the bracket 888. The bracket 888 may also beconnected to an existing hanger 814. The lower support device 887 mayalso be connected to the vertical support member 890 through an opening842 in the lower support device 887. The lower support device 887 alsomay be connected to the traffic signal 810 a by aligning mutualserrations 860 on the support device 887 with serrations on the trafficsignal 810 a. A bolt 848 may be inserted through another opening 842 inthe lower support device 887 and secured with a washer 850 and a locknut 849. In some embodiments, the vertical support member 890 mayinclude threaded end 892 that may be extending through the openings 842in the upper bracket 888 and the lower support device 887 until a bolt891 opposite the threaded end 890 contacts the upper bracket 888. Thevertical support member 890 may be secured by tightening the verticalsupport member 890 to the predetermined tension using a washer 850 and alocknut 849. The tension on the reinforcement device 800 providesresistance to wind induced vertical impact loads and providescompressive strength to the traffic signal control assembly's multipleconnections to provide increased stability.

FIG. 46 illustrates a temporary suspension device 900 for span wiresupported traffic signal control assembly retrofitting. The suspensiondevice 900 allows for retrofitting a traffic signal control assemblywith a reinforcement device without needing to tie the traffic signalcontrol assembly to a bucket truck and or utilize adjustable typetie-down straps. The suspension device 900 includes a lateral supportmember 944 that extends generally parallel to the span wire 912. Anopening 942 may be centrally positioned on the lateral support member944. A pair of arms 946 extend from the lateral support member and eacharm 946 includes an angled flange 902 at an end 904 of each arm 946. Thesuspension device 900 may be installed by hooking the span wire 912 intothe angle flanges 902 and fastening the suspension device 900 to theexisting hanger 920 using a bolt 948 inserted through the centralopening 942 and temporarily securing the suspension device 900 to thehanger 920 using a nut 949. Once the reinforcement device of the presentinvention has been secured to the hanger, the suspension device 900 canbe removed. The suspension device 900 may be used with any of thereinforcement devices described herein.

In some embodiments of the present invention, a computer modeling orfinite element analysis demonstrates an increase in strength of at leastabout 90 percent over existing, non-retrofitted traffic signalassemblies when tested at wind speeds of up to 140 miles per hour.Desirable embodiments also substantially extend the life span of alreadyfatigued existing traffic signal assemblies.

When compared with existing, non-retrofitted traffic signal assemblies,some embodiments of the present invention exhibit a reduction of about95 percent in known failure areas in the signal head, the disconnecthanger, and the connection device above the disconnect hanger whenexposed to above 75 mile per hour winds. For example, such animprovement has been shown for embodiments of the present invention inwhich an existing traffic signal assembly suspended from dual span wiresis retrofitted with stiffening members and connection devices.Improvements of at least about 70, 80, or 90 percent may also beobtained for other embodiments of the present invention in which atraffic control assembly is retrofitted with stiffening members,connection devices, and/or clamping assemblies.

Information on cyclical loading for a comparison of embodiments of thepresent invention with existing, non-retrofitted traffic signalassemblies may be obtained from “Structural Qualification Procedure forTraffic Signals and Signs” by Ronald Cook, David Bloomquist, and J.Casey Long of the University of Florida College of Engineering,Department of Civil Engineering. The various forces exerted on a trafficcontrol assembly may be analyzed by: developing a balanced free bodydiagram of the assembly, including forces or reactions associated withthe span wires, wind loading, and the weight of the assembly; performinga static analysis of the assembly using the forces from the balancedfree body diagram (e.g., using ANSYS finite element analysis software);and comparing the stresses obtained in the static analysis with stresslimits for the materials in question.

Although the examples and illustrations set forth herein are primarilydirected to traffic signals suspended by span wires, other trafficcontrol assembly configurations, such as suspended sign assemblies, arealso contemplated by the present invention. The embodiments of thepresent invention disclosed herein may be configured to accommodate manydifferent shapes, sizes, and types of traffic control devices, as wellas their associated electrical components, mechanical components,connecting mechanisms, and support structures.

It is therefore intended that the foregoing detailed description beregarded as illustrative rather than limiting, and that it be understoodthat it is the following claims, including all equivalents, that areintended to define the spirit and scope of this invention.

The invention claimed is:
 1. A reinforcement device for a trafficcontrol assembly, the traffic control assembly including a trafficsignal disconnect hanger and/or a traffic signal, a first span wirepositioned above the traffic control assembly, the reinforcement devicecomprising: an upper support device directly connectable to the firstspan wire, the upper support device having a length that is greater thana width of the traffic control assembly, the upper support device beingadapted to contact the first span wire and spread the load of thetraffic control assembly to the first span wire, the upper supportdevice comprising a first end portion and a second end portion spacedlongitudinally apart from the first end portion; a lower support deviceoperably connectable to the traffic control assembly; and a firstvertical support member operably connected to the first end portion ofthe upper support device and the lower support device, and a secondvertical support member operably connected to the second end portion ofthe upper support device and the lower support device.
 2. Thereinforcement device of claim 1, comprising a groove extending along atleast a portion of the upper support device, the groove adapted toreceive at least a portion of the first span wire therein.
 3. Thereinforcement device of claim 2, wherein the groove is positioned on aback face of the upper support device.
 4. The reinforcement device ofclaim 1, wherein the lower support device is connected to a lowersurface of the traffic control assembly.
 5. The reinforcement device ofclaim 4, wherein the lower support device is connected to a lowersurface of the traffic signal.
 6. The reinforcement device of claim 1,wherein the lower support device has a width that is greater than thewidth of the traffic control assembly.
 7. The reinforcement device ofclaim 1, further comprising a connecting device operably connectable tothe first span wire and a second span wire positioned above the firstspan wire and the traffic control assembly, the connecting devicecomprising: an upper connection device; a lower connection deviceoperably connected to the upper connection device and connectable to thefirst span wire; and a linking device connecting the upper connectiondevice to the lower connection device so that the upper connectiondevice is movable relative to the lower connection device.
 8. Thereinforcement device of claim 7, wherein the lower connection devicecomprises a span wire engagement plate connectable to the first spanwire and upper support device.
 9. The reinforcement device of claim 8,wherein the span wire engagement plate comprises a groove that togetherwith a groove of the upper support device is adapted to receive at leasta portion of the first span wire therein.
 10. The reinforcement deviceof claim 1, wherein the first and second vertical support members eachcomprise a rod or a cable.
 11. The reinforcement device of claim 1,wherein the first and second vertical support members extend generallyperpendicular to the upper support device.
 12. The reinforcement deviceof claim 1, wherein the first and second vertical support members arefree from direct contact with the traffic control assembly.
 13. Thereinforcement device of claim 1, wherein the reinforcement device isadapted to apply tension when the upper support device, the lowersupport device and the first and second vertical members are connectedtogether to hold the traffic control assembly in compression.
 14. Amethod of reinforcing a traffic control assembly, the traffic controlassembly including a traffic signal disconnect hanger and/or a trafficsignal, a first span wire positioned above the traffic control assembly;the method comprising: connecting a reinforcement device for the trafficcontrol assembly to the traffic control assembly, the reinforcementdevice comprising an upper support device, the upper support devicehaving a length that is greater than a width of the traffic controlassembly, a lower support device, a first vertical support member; and asecond vertical support member; connecting the reinforcement device tothe traffic control assembly comprising: positioning the upper supportmember on the first span wire so that the upper support member directlycontacts the first span wire; connecting the lower support device to thetraffic control assembly; connecting the first vertical support memberto a first end portion of the upper support device and the lower supportdevice; and connecting the second vertical support member to a secondend portion of the upper support device and the lower support device,the second end portion spaced longitudinally apart from the first endportion, so that the upper support member contacts the first span wireand spreads the load of the traffic control assembly to the first spanwire.
 15. The method of claim 14, comprising positioning a grooveextending along at least a portion of the length of the upper supportmember along the first span wire.
 16. The method of claim 14, comprisingtightening the connection between the first and second vertical supportmembers and the upper and lower support members to apply tension to thereinforcement device to hold the traffic control assembly incompression.
 17. The method of claim 14, further comprising connecting aconnecting device to first span wire and a second span wire, theconnecting device comprising an upper connection device, a lowerconnection device with a linking device, the linking device permittingmovement of the upper connection device relative to the lower connectiondevice such that the lower connection device is connected to the hanger.18. The method of claim 17, comprising positioning a groove of the uppersupport device along a portion of the first span wire and positioning agroove of an engagement plate of the lower connection device along theportion of the first span wire and connecting the upper support deviceand the engagement plate together.
 19. The method of claim 14,comprising connecting the first and second vertical support members tothe upper support device and the lower support device so that thevertical support members extend perpendicular to the upper supportdevice and along sides of the traffic control assembly.
 20. The methodof claim 14, comprising connecting the first and second vertical supportmembers to the upper support device and the lower support device so thatthe vertical support members are free from contact with the trafficcontrol assembly.